Internal-combustion engine.



J. G. SNYDER. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED APR. 22, I914. L183fi88. Patented May16, 1916.

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CZttarnep J. G. SNYDER.

INTERNAL COMBUSTION ENGINE. APPLICATION FILED.APR. 22. I914.

Patented May 16, 1916.

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amaze J. G. SNYDER, INTERNAL COMBUSTION ENGINE.

APPLICATION FILED APR. 22. I914. 1,183,68.

Patented May 16, 1916.

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JOHN G. SNYDER, OF GREEN ISLAND, NEW YORK, ASSIGNOR T0 HOMER BREWSTER,

OF TROY, NEW YORK. I

INTERNAL-COMBUSTION ENGINE.

Application file 1 April 22, 191 1.

-marked thereon, which form a part of this specification.

This invention relates to improvements in internal combustion engines.

The object of the invention is to provide means for forcing a regulated supply of gaseous fuel into the cylinder by compressed air and introduce a proportionate charge of compressed air from below the piston, means being provided to simultaneously regulate the introduction of fuel above the piston and the charge of compressed air from below the piston.

A further object of the invention is to provide means for injecting a stream of compressed air into the cylinder to eject the burnt gases at the time the exhaust port is open, the piston being so constructed as to act as a valve for admitting the air to the cylinder.

A further object of the invention is to provide new and novel means for operating the cams which open and close the compressed air pipe, whereby the volume of air may be increased or decreased.

The invention also comprehends improvements in the details of construction and arrangement of parts which will be hereinafter described and particularly pointed out in the claims.

In the accompanying drawings forming a part of this application Figure 1 is an elevation of an engine constructed in accordance with my invention. Fig. 2' is a plan view of the same. Fig. 3 is a horizontal section on the line 3--3' of Fig. 4. Fig. 4 is a longitudinal vertical section on the line 4-4 of Fig. 2.

The numeral 1 indicates a crank casing divided by a central partition 2,'to form two chambers 3 and 4, through which extends a Specification of Letters Patent.

Patented. May 16, 1916.

Serial No. 833,721.

crank shaft 5, having two cranks 6 and 7. Extending from the crank casing are two cylinders 8 and 9, communicating respectively with the chambers 6 and 7. Each cylinder is formed with'an inlet port 10 and an exit port 11, and in the adjacent wall with a duct 12, communicating at its lower end by a port 13, with. the cylinder, and at fits upper end by a port 14 with said cylin- Operating in the cylinders are hollow pistons 15-,-connected with the crank shaft by pitmen 16. Each piston is provided on its top and to one side the center with a deflector 17 to deflect the air introduced through port 14 upwardly and away from exhaust port 11, and in the side wall of the piston is a port 18, which ateach downward stroke of said piston registers with port 13.

Screwed in each cylinder near the top is a valve casing 19 formed with an inlet opening 20'and a valve seat 21, a ball valve 2-2 being normally seated on the seat 21 as shown in Fig. 1. Screwed in the outer end of the valve casing 19 is a nozzle 23 formed with a valve seat 24 which receives a valve 25, the stem thereof extending through an extension 26. Communicating with the valve casing 19 and just in the rear of the outlet of the nozzle 23 is a pipe 27, through which liquid fuel passes, the pipe having a valve 28.

29 indicates a compressed air reservoir and communicating therewith and the outer end of the nozzle is a pipe 30, by means of which the nozzle is supplied with compressed air to draw in the liquid fuel. as will be explained later on.

Mounted in brackets 31, extending from the cylinders is a shaft 32, on which slides a sleeve 33, feathered to the shaft by a spline 34. At opposite ends of the sleeve are cams 35 and 36, disposed respectively on opposite sides of the sleeve. Disposed over the cams are rollers 38,mounted in the ends of rods 39, adjustably mounted on the stems of valves 25. Between the rods 39 and the nozzle, and surrounding the extensions 26, are springs 40 which serve to hold the rollers 38 on the sleeve and in the path of movement of the cams.

The sleeve is provided near one end with an annular groove 41, in which fits a block 42, provided with a log 4A. The lug 14 fits in guide ways 45, extending from one of the brackets 31, while the lug 43 engages in an angularly disposed slot 46, formed in a slldable plate 47, mounted in guide ways 48, the

.latter being arranged at right angles to the guide ways 45. Depending from, the plate 47 are ears 49, connected by a pin 50. A shaft 51 is mounted in bearings 52, pro ecting from the brackets 31 and from this shaft extends an arm 53, slotted at its lower end as at 54, the pin 50 passing through the slot. The outer end of the -arm is provided with a series of segmentally arranged teeth 55, which are engaged by a spring latch 56, on a hand lever 57, freely mounted on the shaft 51.

On one end of the shaft 32 is a sprocket wheel 60, around which and a similar sprocket wheel 61 on the crank shaft 5, passes a sprocket chain 62, consequently the shaft 32 is constantly rotated.

A valve shaft 63 is mounted in the rear of the cylinders and on said shaft are two valves 646l which snugly fit in seats 65, adjacent the ducts 12. Arms 66 extend from the shaft 63 and pivotally connected thereto and to the hand lever 57 are links 67. Each valve 64 is'semi-circular in cross section and is so disposed that when rotated it cuts off the duct 12, the purpose of connecting the valves 64 with the hand lever being to simultaneously regulate the admission of air through the ducts and the period of time openingof valves 25.

70 indicates a pump cylinder in which operates a piston 71, connected to an eccentric 72, on the crank shaft 12. The cylinder is provided with a plurality of openings 73 to admit air above the piston when the latter is lowered, and in the upper portion of said cylinder are exit openings 74, controlled by valves 75. Communicating with one of the openings 73 is a pipe 76, leading to the usual water jacket 77, and in the pipe is a needle valve 78. In the operation of ,the piston a small'supply of water is introduced to the cylinder to cool the parts, the needle valve regulating the supply. A pipe connects with the top of the pump cylinder and the compressed air cylinder 29, there being a check valve 81 in the pipe to prevent back pressure in the pump cylinder.

Extending from the compressed air reservoir 29 and leading to ports 82 in the cylinders 8 and 9 are pipes 83, and opposite ports 82 in said cylinder are outlet ports 84 and communicating with the latter arepi es 85 which extend into the top of the cylinders '8 and 9 above the exhaust ports 11. In pipes grooves 88 whlch connect ports the cylinders and the parts associated therewith alternately operate so that in the description of the operation of the engine, but one piston and its cooperative parts will be described.

Let it be assumed piston 15 is in the posi tion shown in Fig. 4. In the downward movement of the piston, air previously in troduced below the piston through the air inlet port 10 when the piston was in its uppermost position, is compressed in the crank case, and when ports 18 and 13 register, a charge of compressed air passes through duct 12 and out through the port 14, and is deflected upwardly in the cylinder by the deflector 17. The volume of air is, of course, properly proportioned to obtain substantially complete combustion.

The parts are sotimed that while the piston is moving up and after exhaust port 11 is closed, cam 36 will act on roller 38 and lift the valve 25, Which will admit a blast of air under high pressure to blow through the nozzle 23, and by reason of the disposition of the fuel pipe27 with reference to the outlet of the nozzle, a charge of fuel will be siphoned from pipe 27 and blown into the cylinder. As stated this charge of fuel is not introduced until the piston closes the exhaust port on the upstroke, and it meets and mixes with the charge of compressed air previously introduced through port 14 and which is now being further compressed by thepiston. It is of course to be undering of elements is purely manual, it will be referred to later on.

When the piston'15 is in its lowermost position the groove 88 in the, cylinder connects the ports 82 and 84 and a sudden blast of air is introduced into the top of the cylinder through pipe 83. This occurs at the time the exhaust port 11 is open and previous to the introduction of the charge of fuel, consequently the burnt gases are quickly forced out of the cylinder, and because of the fact that the blast of air is not in the path of the inrushing air from port 14, the air entering through the latter is in no way disturbed or dr1ven through the exhaust port.

Immediately the piston commences to rise, the port 13 is closed and the air contained between the top of the cylinder and the piston is. compressed and the subsequent charge of fuel is compressed and at the proper time is ignited (the igniting mechanism not beliminarily compressed upon the next downward stroke of the piston and is forced through the duct, as previously stated.

It is of importance that the fuel admitted at the top of the cylinder, and the air admitted through port 14 be properly proportioned. It is also important that the period of admission of fuel be under control, this being necessary to meet certain contingencies, such as load on the engine, etc.

When the hand lever 57 is moved up, its lower end slides plate 47 outwardly, hence because of the disposition of the slot 46, the sleeve 33 will be moved laterally on its shaft 32. Now as the faces of the cams 35 and 36 incline longitudinally as shown at 35 and 36*, lateral movement of the sleeve will determine' the degree of movement of valves 25. Thus if the lever 57 be rocked so as to present the reduced ends 90 of the cams in the path of movement of the rollers 38, obviously but a small proportion of fuel will be blown through the port 20; On the other hand if the lever 57 be rocked so as to present the enlarged part of the cams in the path of rollers 38, then obviously a greater supply of fuel will be blown into the cylinders.

In the movement of the lever 57 to laterally slide the sleeve 33, the valves 64: are simultaneously rocked and the ducts 12 are opened or closed in proportion to the degree of opening of valves 25. By this means the elements of the mixture forming the charge are properly proportioned.

If. the relative proportions of the elements forming the mixture are to be enrniched or made weaker, more or a less amount of air is admitted. into-the cylinder through the valve 64 to mix with the vapor supplied through the inlet opening 20, the latch 56 is released to free lever 57 from arm so that the valve 64: may be reset and then lever 57 and arm 53 are again latched. By this means the volume of air passing from the crank case to the cylinder can be effectually regulated. According to this improvement, the charge of air is admitted to the cylinder and the exhaust port is closed, then while the air is being compressed and after the burnt gases are exhausted, the charge of fuel is blown into the cylinder. Obviously by such introducing of the mixture, there is no, possibility of apart of the charge of fuel being exhausted With'the burnt gases, as in most engines ofthis type now in use. Then again, I am enabled to regulate the charge of both fuel or air, so that I am enabled to obtain the highest possible efficiency, as substantially perfect combustion is produced.

The construction is such that the possibility of back firing isextremely remote, as the burnt gases are exhausted before the new charge is admitted. Y

Pressure valve 87 is set to blow off at some point of pressure above that which is determined as necessary in the tank 29, the object being to retain a constant pressure in said tank. Any excess air in tank 29 will escape through pipe 83, and valve 87 through pipe 83, duct 88, ports 82 and 84 through pipe 85, and intothe top of the cylinder, and thus drive out the burnt gases through port 11.

What I claim is:

1. In an internal combustion engine, the combination of a cylinder having an exhaust port and an air inlet port, a piston operating in the cylinder, a crank shaft, a pitman connecting the piston and crank shaft, the cylinder having an air duct through which compressed air passes to the top of the piston, means including anozzle for blowing fuel to the top of the cylinder, a valve for controlling the fuel, a counter shaft, a cam slidably mounted'on the counter shaft, the operative surface of the cam varying, means for manually sliding the cam to regulate the movement of the valve, and means between the crank shaft and the counter shaft for rotating the cam.

2. In an internal combustion engine, the combination of a cylinder having an exhaust port and an air inlet port, a piston operating in the cylinder, a crank shaft, a pitman connecting the piston and .crank shaft, the cylinder having an air duct through which compressed air passes to the top of the piston, a valve for controlling the duct, means including a nozzle for blowing fuel to the top of the cylinder, a valve for controlling the fuel, a counter shaft, a cam slidably mounted on the counter shaft, the operative surface of the cam varying, means for manually sliding the cam and simultaneously setting the valve in the duct to regulate the admission of fuel and air, and means consupply means, and means for rotating the cam.

3. In an explosive engine, the combinacombination of a cylinder and piston, means for supplying air to the cylinder, means including a valve and nozzle and fuel supply pipe for supplying fuel under pressure to the cylinder independently of the first mentioned supply of air, a shaft, a sliding cam" mounted on the shaft, the surface of the cam inclining, means including a sliding plate and operating handle for manuallysliding the cam to regulate the opening of the Valve and to simultaneously regulate the air supply means, and means for rotating the cam.

4. In an explosive engine, the combination of a cylinder formed with an air inlet port and an exhaust port, a piston operating in the cylinder, a crank shaft, a pitman con necting the crank shaft and the cylinder, a nozzle, means forsupplying the nozzle with compressed air, a fuel supply pipe communicating with the nozzle the compressed air passing through the nozzle siphoning a supply of fuel from the fuel supply pipe and injecting same into the top of the cylinder, a valve in the nozzle, a cam variable for operating the valve, and manual means for laterally moving the cam to regulate the volume of air passing through the nozzle.

5. In an internal combustion engine, the combination of a cylinder and piston, means including a duct in the cylinder for supplying air to said cylinder above the piston, a valve for controlling the duct, a casing formed with an opening which communicates with the top of the cylinder and a valve seat, a check valve normally mounted in the seat, a fuel inlet pipe communicating with the casing in rear of the check valve, a nozzle fitting in the casing, the end of the nozzle extending over the inlet pipe, a valve in the nozzle, means for supplying compressed air to the nozzle, a shaft, a slidable cam on the shaft to operate the valve in the nozzle, said cam having an inclined surface and provided with a groove, asliding plate having an inclined slot, ablock engaging the slot and the groove, a handle for operating the plate to slide the cam on the shaft, and a connection between the handle and shaft to adjust the position of the valve in the duct.

6. In an internal combustion engine, the combination of a cylinder and piston, means including a duct in the cylinder for supplying air to said cylinder above the piston, a valve for controlling the duct, a casing formed with an opening which communicates with the top of the cylinder and a valve seat, a check valve normally mounted in the seat, a fuel inlet pipe communicating with the casing in rear of the check valve, a nozzle fitting in the casing, the end of the nozzle extending over the inlet pipe, a valve in the nozzle, means for supplying compressed air to the nozzle, a shaft, a slidable cam on the shaft to operate the valve in the nozzle. said cam having an inclined surface and provided with a groove, a sliding plate having an inclined slot, a block engaging the slot'and the groove, a pivoted arm pivotally connected to the plate and provided with teeth, a handle, a latch on'the handle to engage in the teeth on the arm, and a connection between the handle and the valve in the duct whereby to simultaneously slide the cam and regulate the position of the valve in the duct.

7. In an internal combustion engine, the combination of a cylinder and piston, means for blowing fuel under pressure into the cylinder, a valve for controlling the admission of the fuel, means for supplying air to the cylinder independently-of the fuel, a valve for controlling the air, means for op erating the fuel valve, and manually controlled means setting the latter valve oper-' ating means and simultaneously setting the air valve.

8. In an internal combustion engine, the combination of a cylinder provided with an exhaust port, a piston operating in the cylinder, said piston having a passage in one side, a compressed air reservoir, a pipe leading from the reservoir to the cylinder, a pipe leading from the lower portion of the cylinder to the top of said cylinder, whereby when the piston is in position to exhaust the passage will communicate with the pipes and a blast of air will blow the burnt gases through the exhaust port and means for simultaneously admittlng vapor and air to the top of the cylinder.

9. In an internal combustion engine, the combination of a cylinder provided with an exhaust port, a piston operating in the cylinder, said piston having a passage in one side, a compressed air reservoir, a pump operated by the piston for supplying the reservoir with compressed air, a pipe leading from the reservoir to the lower portion of the cylinder, and a pipe communicating with the passage in the piston leading from the lower portion of the cylinder to the top thereof, the said pipes being adapted to communicate with the passage in the piston in one position of the piston, the latterpipe.

when the piston is in an exhausting position admitting air to blow the burnt gases through the exhaust port, and means for Simultaneously admitting air and vapor to the top of the cylinder as the exhaust port closes.

10. In an internal combustion engine, the combination of a-cylinder and hollow piston, the cylinder having an exhaust port and a fuel inlet port, said cylinder having a duct in one wall which communicates at both ends with the cylinder, means for blowing a charge of fuel through the said fuel inlet port into the top of the cylinder, a charge of air being admitted through the duct when means controlled by the piston for blowing a blast of compressed air into the top of the cylinder to force the burnt gases through the exhaust port.

11. In an internal combustion engine, the combination with a cylinder having an exhaustport, and an air inlet port, of a piston operating in the cylinder, a crank shaft, a pitman connecting the piston and crank shaft, the downward movement of thepiston initially compressing the air admitted throu h the inlet port below said piston, the cylin er having an air duct through which all of the air initially compressed below the piston passes to the top of the piston when the latter is substantially in its lower por-" tion, the upward movement of the piston closing the exhaust again compressing the initially compressed air, and means for siphoning fuel by a blast of air into the upper portion of the cylinder to mix with the secondarily compressed charge of air, the parts arranged as and for the purpose described.

12. In an internal combustion engine, the

combination with a cylinder having an exhaust port, means for blowing a blast-of air into the cylinder to force the burnt gases through the exhaust port, and an air inlet port, a piston operating in the cylinder, a crank shaft, a pitman connecting the piston and crank shaft, the downward movement of the piston initially compressing the air admitted through the inlet port, a duct providing means for passing the compressed air to the top of the piston, a valve located in the said duct providing means for admitting the cpmpressed air through the duct into the upper portion of the cylinder at a time when the exhaust port is open, means for preventing the initially compressed air from passing through the exhaust port, the upward movement of the piston closing the air duct and the exhaust port and again compressing the initially compressed air in the upper portion of the cylinder, means for siphoning fuel by a blast of air into the upper portion of the cylinder, and means for timing the admission of the fuel at a point When the initially compressed air has again been compressed and the exhaust port closed, the parts arranged as and for the purpose described.

In testimony whereof I have signed my name to this specification in the presence of two subscribing Witnesses.

JOHN G. SNYDER.

Witnesses:

CHARLES SELKIRK, CHAS. B. TEMPLETON. 

